Method and Apparatus for Dispensing Gaseous Fuel to a Vehicle

ABSTRACT

A method and apparatus fueling vehicle with gaseous fuel includes storage vessels, dispensing sub-stations and a controller. The storage tanks or vessels can be at different pressures. The plurality of dispensing sub-stations each include a dispensing hose and a control valve. Each dispensing sub-station is in controllable fluid communication with the storage vessels so that fluid can flow from the storage vessels through the dispensing sub-station to a vehicle tank. A dispensing hose, and a control valve of the dispensing sub-stations are in the fluid flow paths. The controller receives feedback indicative of a filling parameter from the dispensing sub-stations, and provides control signals to the control valves of the first and second dispensing sub-station to implement one or more desired fill schemes.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional application under 35 U.S.C. § 120, 121to U.S. Ser. No. 15/136,437, “Method and Apparatus for DispensingGaseous Fuel to a Vehicle”, filed Apr. 22, 2016 and now issued as U.S.Pat. No. 10,718,468, which claims priority under 35 U.S.C. § 119 (e) toprovisional patent application U.S. Ser. No. 62/310,618, “Method andApparatus for Dispensing CNG”, filed Mar. 18, 2016 and now expired, andto provisional patent application U.S. Ser. No. 62/152,493, “CompressedNatural Gas Dispenser”, filed Apr. 24, 2015 and now expired, thecontents of each of which are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates generally to the art of dispensing gaseousfuels to vehicles.

BACKGROUND OF THE INVENTION

The popularity of gaseous fuels, such as compressed natural gas (CNG),renewable natural gas (RNG), propane, hydrogen, dimethyl ether (DME),for powering vehicles has increased. Thus, the need to deliver gaseousfuel to vehicles has increased. The infrastructure used to deliverliquid fuels such as gasoline and diesel is not well suited to delivergaseous fuels. Liquid fuels may be pumped above the tank to be filled,and gravity allows the fuel to flow into the tank. The pumping is thesame regardless of how full the tank is, so the first gallon into a tankfills at the same rate as the last gallon into the tank. However, therate of filling a tank with gaseous fuel depends on the pressuredifferential between the fuel source and the tank being filled. As thetank fills, the pressure increases, and the fill rate decreases.

Liquid fuel filling stations (gasoline, diesel, etc.) have one pump perdispenser, so the number of dispensers in use doesn't affect the fillrate. Gaseous fuel dispensers do not have pumps as do liquid fueldispensers, so the fill rate depends on the number of tanks beingfilled. Also, the fittings and connections used for liquid fuel are notsuitable for gaseous fuels.

The description herein uses CNG to refer to compressed natural gas, andmost of the background and description is provided using CNG as anexemplary gaseous fuel. However, other gaseous fuels, such as renewablenatural gas (RNG), propane, hydrogen, dimethyl ether (DME), biogas, LPG(propane), LNG (liquid natural gas), CNG (compressed natural gas), ANG(absorbed natural gas), Hydrogen 20%+CNG 80% (hythane- or similar %blends), bio-methane, bio-CNG or bioCNG or Biocng, hybrid-combo(combinations of the above and/or electric and/or petroleum products)could be used, and the invention is not limited to CNG except where CNGis claimed. Also, when “gas” is used herein it refers to gaseous fuel,and gasoline is used to refer to gasoline.

Traditional CNG filling stations include 3 large pressure vessels forstorage of the compressed natural gas (CNG) at pressures up to 5000 psi.The storage tanks are filled using one or more compressors that receivenatural gas through a pipeline or other storage vessels such as tubetrailers, and compress it in the tanks. The storage vessels (eachtypically 11,000 standard cubic feet SCF) reduce the amount of time ittakes to fill a vehicle (typically 80-150 diesel gallon equivalent DGE)by having more CNG volume at higher pressure than the compressingstation could normally provide on demand. This typical system has beenused for years in the CNG industry but it has deficiencies related tofilling time as compared to traditional diesel truck filling times.

Traditional diesel trucks fill at a rate of 20-30 gallons per minutedepending on venting options. Equivalent CNG stations using typical NGV2nozzles (a standard type for natural gas) fill at a rate up to 12 DGE(Diesel Gallon Equivalent) when the filling station's 3 storage vesselsare at maximum capacity. However, if a second or third vehicle arrivesfor filling before the 3 storage vessels are refilled it creates ascenario where the second and third vehicle quickly consume the limitedstored pressure and then all of the vehicles being filled wait for thecompressors to catch up. This makes the first vehicle wait for anextra-long time to fill up, since one compressor may only produce 265scfm if the inlet pressure is 30 psi from the pipeline.

Recent improvements have been to provide multiple compressors at eachfilling station, but there can still be delays. Truckers and other CNGusers don't want to wait 10 or 20 minutes to fill up just becauseadditional vehicles show up at the adjacent dispensers. Diesel truckersare used to filling up a 120 gallon tank in 4 minutes. Under idealconditions it takes 10 minutes to fill a 120 DGE tank with CNG, but withconcurrent vehicles filling up, the fill up time can be much longer.

Typical pipe fittings and sub-components sold in any industry havetraditionally experienced major flow limitations when “quick-disconnect”junctions are required. This perpetuation has continued into the CNGindustry but the flow problem has become amplified because of theextremely high flow rates involved and the desire to fill CNG vehiclesas fast as possible.

FIG. 4 shows a prior art CNG filling station with three stored tanks401-403 at various pressures, depending on the usage. The ideal pressureis up to 5000 psi, but as one or more is depleted their pressure islessened, and they are referred to typically as High (H), Medium (M),and Low (L) pressure based on their current pressure. If a vehicle isswitched onto a bank already in use by a different vehicle, the CNGflows to the less full vehicle, thus the new vehicle typically “steals”all the available gas pressure, leaving the first vehicle with little orno gas flow. A dispenser 407 feeding the first vehicle detects thatthere is no flow of gas, and will switch that vehicle to the next higherbank. If that happens on the high bank, the vehicle is deemed full andthe filling ends, without the vehicle getting a full fill. Problems canalso be caused by the dispensers switching banks before or after theyhave used all of the stored gas that is available to them in that bank.CNG dispensers typically operate strictly on flow rate to determine whento switch between the three banks of stored pressure. However, flow rateis only part of the picture. A system based strictly on flow can befooled by the gas being delivered by the compressors, which canartificially prolong the time a vehicle spends on a given bank, and clogup the queue. Conversely, a dispenser which is set up to handle “highflow” vehicles may switch between banks too early if a “low flow” ornearly full vehicle connects to the system.

The station of FIG. 4 includes a priority panel 405 that makes theconnections between dispenser 407 (as well as an optional dispenser 409)and storage tanks 401-403. A dryer 410 receives gas (usually from anunderground utility pipe at a psi at 10-110 psi). A multistagecompressor 412 receives the dried gas and provides compressed gasthrough priority panel 405 to tanks 401-403. A second compressor 412Amay be included. Priority panel 405 includes the connections and valvesto connect the storage tanks to the compressor and to the dispensers.

Another problem with filling a vehicle tank arises when the nozzle isconnected to the vehicle. A traditional diesel or gasoline fillingsimply requires the nozzle be inserted into the tank fill opening, andthe lever pulled to activate the pump, but CNG requires more operations.The nozzle must be locked onto the vehicle with an air-tight seal, andinserting the nozzle unlocks a lever. The lever is then pulled to open aflow path. A pressure sensor must be activated, an upstream valve isopened, and then gas can flow. There are safety features that createturbulence (non-laminar flow), including a check valve in the vehicle,the valve in the nozzle, two break-away safety points in the hose withsafety check valves, and the upstream valve. Accordingly, a nozzle thatmakes filling a tank with CNG less complex is desirable.

Another problem with filling a vehicle tank arises because CNG requiresa safety check valve that prevents CNG from escaping when the nozzle isnot connected to the vehicle. Existing check valves create turbulenceand a lack of laminar flow because they include sharp edges and changesin direction (of the flowing gas). The turbulence heats the CNG, meaningthere is less gas for a given pressure (as the CNG heats it expands).This reduces the fill rate and reduces the amount of CNG (in DGE) in thetank when the fill is completed. Accordingly, a check valve that doesnot heat the CNG or create turbulence is desired. The valves can belocated in the vehicle, or in the nozzle. When in the vehicle theyprevent CNG from leaking, and preferably, the valve will have a defaultposition that is closed, and that is only opened when the higherpressure from the storage tanks is applied to the valve.

Thus, an improved filling technique for gaseous fueling that improvesthe filling rate and reduces filling time is desired.

SUMMARY OF THE INVENTION

According to a first aspect of the disclosure a gaseous fuel station forfilling vehicle tanks with fuel includes a plurality of storage vessels,a plurality of dispensing sub-stations and a controller. The pluralityof storage vessels include a first storage vessel at a first pressure,and a second storage vessel at a pressure greater than the firstpressure. The plurality of dispensing sub-stations each include adispensing hose and a control valve. Each dispensing sub-station is incontrollable fluid communication with each of the first and secondstorage vessels so that fluid can flow from the storage vessels throughthe dispensing sub-station to a vehicle tank. The dispensing hose, and acontrol valve of the first dispensing sub-station are in the first fluidflow path. The controller receives feedback indicative of a fillingparameter from the first and second dispensing sub-stations, andprovides control signals to the control valves of the first and seconddispensing sub-station to implement a desired fill scheme.

According to a second aspect of the disclosure a gaseous fuel stationfor filling vehicle tanks with fuel includes a plurality of storagevessels, a plurality of dispensing sub-stations, a fitting and acontroller. The plurality of dispensing sub-stations each include adispensing hose and a controllable fluid flow path from each of theplurality of storage vessels to a vehicle tank. The fitting is capableof connecting to the vehicle tank and capable of connecting to at leasttwo dispensing substations, whereby the flow into the tank is from atleast two dispensing sub stations. The controller controls thecontrollable fluid paths.

According to a third aspect of the disclosure a gaseous fuel dispenserthat can be connected to a source of gaseous fuel includes a nozzle forconnecting to a vehicle having a tank to be filled. The nozzle has amanual activation mechanism for enabling fuel flow, wherein theactivation mechanism has at least three operating positions.

According to a fourth aspect of the disclosure a non-contact check valveused in filling a vehicle tank with gaseous fuel has an air foil havinga closed position and an open position. A pressure greater on a firstside of the air foil than on a second side of the air foil causes thevalve to move and remain in the open position.

According to a fifth aspect of the disclosure a refueling station forfilling vehicle tanks with a gas fuel includes a gas compressor, atleast three storage tanks, a plurality of gas fuel dispensers, and acontroller. The storage tanks receive compressed gas from the gascompressor. The gas fuel dispensers are in fluid communication with thestorage tanks, and each has a fluid flow path with a controllable flowrate. Each gas fuel dispenser has a dispensing hose, and a dispensingnozzle for connecting to a vehicle. A controller controls the fluid flowrate in each fluid flow path The controller includes at least a firstflow control module that increases or decreases the refueling rate foreach dispenser in accordance with a first desired fill scheme.

According to a sixth aspect of the disclosure a gaseous fuel dispenserfor filling vehicle tanks with fuel includes a connection for connectingto one of a plurality of storage vessels, a dispensing hose, at leastone control valve, a gas flow path that includes the connection, thecontrol valve, and the dispensing hose, and a controller. The controllerreceives feedback indicative of a filling parameter from the gas flowpath, and provides control signals to the control valve to implement adesired fill scheme.

According to a seventh aspect of the disclosure a method for dispensinggaseous fuel includes connecting a hose to at least one of a pluralityof storage vessels, providing fill feedback of at least one fillparameter from a gaseous fuel flow path, and controlling a valve in thegaseous fuel flow path in response to the fill feedback, to implement adesired fill scheme.

The station includes a priority panel that provides the controllablefluid paths in one alternative.

A third storage vessel at a third pressure and in controllable fluidcommunication with the dispensing sub-stations is provided in anotheralternative.

There are at least three dispensing sub-stations in one embodiment.

The desired fill scheme is one of a first fill scheme, an even fillscheme, and a preferred fill scheme in various embodiments.

Heat exchangers dissipate heat from fluid flowing in the fluid paths inone alternative.

The dispensing sub-stations each include an activating mechanism havinga first position associated with a first operation, a second positionassociated with a second operation, and a third position associated witha third operation in one embodiment.

The dispensing sub-stations each include a valve in the fluid paths invarious embodiments.

Each dispensing substation includes a customer-viewable gas flow meterthat displays the flow into the vehicle tank in one alternative.

The mechanism operating positions each have a function associatedtherewith, and fuel flow is not enabled unless each function isperformed in a desired sequence and/or the second operating positioncannot be accessed before the first operating position in variousembodiments.

The nozzle includes a locking mechanism and a valve, and the firstoperating position activates the locking mechanism so that the nozzlelocks onto the vehicle, and the second operating position opens thevalve in one embodiment.

The manual activation mechanism is a lever which moves in a path, andthe path can include at least two changes of direction in anotheralternative.

The non-contact check valve includes a first guide to maintain the airfoil in a desired position with respect to gas flow past the air foil inone alternative.

There are communication links between each of the dispensers and thepriority panel in one embodiment.

The controller includes a plurality of flow control modules, and eachmodule increases or decreases the refueling rate for each dispenser inaccordance with a unique one of a plurality of desired fill schemes, anda user can select which flow control module is active in variousembodiments.

A second connection for connecting to the storage vessels is incontrollable fluid communication with a second control valve and in asecond gas flow path that provides feedback indicative of a fillingparameter from the second gas flow path to the controller, and thecontroller provides control signals to the second control valve toimplement the desired fill scheme in one alternative.

The controller includes at least two fill scheme modules in variousembodiments.

The desired fill scheme is selecting from a plurality of desired fillschemes in one alternative.

The connection between the controller and the first and seconddispensing sub-stations is an ethernet link in another alternative.

There is an ethernet link between the first and second dispensingsub-stations in one embodiment.

The controller includes a plurality of flow control modules, each ofwhich increases or decreases the refueling rate for each dispenser inaccordance with a unique one of a plurality of desired fill schemes inone alternative.

A user interface is connected to the controller, and the controlleractivates a flow control module in response to a signal received fromthe user interface in another alternative.

Other principal features and advantages of this disclosure will becomeapparent to those skilled in the art upon review of the followingdrawings, the detailed description and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of one aspect of the preferred embodiment;

FIG. 2 is a diagram of a dispenser implementing one embodiment;

FIG. 3 is a graph showing “PRESSURE” vs. “TIME” for a dispenser and astorage tank;

FIG. 4 shows a prior art CNG filling station;

FIG. 5 shows a system with proportional valves;

FIG. 6 shows a system with pulsed valves in the priority panel;

FIG. 7 shows a system with parallel valves;

FIG. 8 shows a system with proportional valves near a dispenser,

FIG. 9 shows a system with proportional valves in a dispenser;

FIG. 10 shows a system with proportional valves near nozzles;

FIG. 11 shows a system with parallel valves near the nozzle;

FIG. 12 shows a system with parallel valves in a dispenser;

FIG. 13 shows a system with an ethernet;

FIG. 14 shows a system with two customers having differing priorities;

FIG. 15 shows a system with parallel storage tanks;

FIG. 16 shows a CNG station in accordance with a preferred embodiment;

FIGS. 17A, 17B, 17C, 17D, 17E, and 17F show various parallel valvearrangements involving different configurations of valves and flowrestrictors;

FIG. 18 shows a dispenser;

FIG. 19 illustrates queuing trucks;

FIG. 20 shows a storage matrix;

FIG. 21 shows an embodiment with proportional valves;

FIG. 22 shows a perspective view of a CNG station;

FIG. 23 shows a dispensing nozzle with actuator lever;

FIG. 24 shows a safety check valve that can be part of a dispenser or ona vehicle; and

FIG. 25 is a block diagram of a controller used herein.

Before explaining at least one embodiment in detail it is to beunderstood that the invention is not limited in its application to thedetails of construction and the arrangement of the components set forthin the following description or illustrated in the drawings. Theinvention is capable of other embodiments or of being practiced orcarried out in various ways. Also, it is to be understood that thephraseology and terminology employed herein is for the purpose ofdescription and should not be regarded as limiting. Like referencenumerals are used to indicate like components.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

While the present disclosure will be illustrated with reference toparticular schemes and designs, it should be understood at the outsetthat the invention can also be implemented with other schemes anddesigns.

A filling station for gaseous fuel is described herein. Generally, thestation includes multiple storage tanks, a priority panel, and multipledispensers. A controller controls the flow rate individually for severaldispensers, either by controlling the flow with valves etc., or byselecting which storage tank is connected to which dispenser. The rateis controlled in accordance with a fill scheme, and the fill scheme ispreferably selectable by the user, such as by the station manager, owneror from a remote location. The scheme can be selected locally orremotely, and can be changed as desired. The flow rates to eachdispenser are monitored in one embodiment, and communication linksbetween the dispensers, the priority panel and the controller are usedto provide feedback of a filling parameter (pressure, flow, temperature,etc.) to the controller, and to provide control signals to valves. Also,a communication link can be used to change schemes, or that can be doneat the controller on a user interface.

One embodiment provides for a nozzle to connect to the vehicle beingfilled with a three position lever or activating mechanism. Eachposition of the mechanism corresponds to one activity needed to connectand fill the vehicle. Each movement of the lever to a new operatingposition (i.e., a position where moving the lever thereto causes anoperation to occur) results in the completion of one of the operationsor steps needed to start the fill process. When the lever is in the homeposition the nozzle is connected to the vehicle. Then, the lever ismoved, preferably along a path or track to a second position, themovement of the lever causes the nozzle to be locked to the vehicle.Then, the lever is moved along the path or track to a third position(preferably the path/track includes a change in direction so the userintuitively knows a second operation is being performed). When the leveris moved to the third position it causes a vent valve to close. Thelever is then moved to the filling position along the path/track (again,preferably with a change in direction), to open a valve and filling canoccur. When the fueling is completed the process is reversed. Moving thelever to the third position closes the safety check valve. Moving thelever past the second position vents the nozzle, and moving the lever tothe home position unlocks the nozzle from the vehicle. Fewer or morepositions and operations could be provided.

Another embodiment includes a safety check valve that reduces turbulencewhen CNG flows through it. The valve can be in the dispenser or in thevehicle. The valve is designed with an air foil that causes the valve tomove into an open position when there is gas flow. The valve is held inplace with a minimal structure, such as a bearing supported by two tofour supports or struts at each end. Alternatively it can be centeredusing magnets. Magnets can be used to bias it in a closed position, ascan gravity, a spring, etc. Another embodiment of the valve is to haveit be manually or solenoid (or other automated) activated, such as bythe lever described with respect to FIG. 23.

One embodiment includes dispensers having feedback indicative of afilling parameter, such as flow (from a flow meter), pressure (from apressure meter), volume filled, temperature, audible noise, or otherparameters, and a control valve and a logic controller such that alldispensers could communicate with the controller and each other and thecontroller toggles control valves in such a way as to give differentlevels of priority to different concurrent customers. Thus, first orpreferred customers can fill at a faster rate than would otherwise bepossible. This can be used in conjunction with the other aspects of theinvention, or by itself.

Preferably a central controller receives data/feedback regarding flowfrom each dispenser. The control then regulates the valves at eachdispenser to implement the fill scheme desired. Controller, as usedherein, refers to any hardware or software that controls one or moredispensers. A controller can be centrally located, or dispersed amongstseveral locations. The controller logic can control valves to implementany desired fill scheme. Examples of such schemes include first fill,even fill, preferred status, or combinations thereof. These or any otherdesired fill scheme could be implemented.

Each dispenser preferably includes a control valve and a logiccontroller such that all dispensers would communicate with each other ata particular CNG filling station and adjust the control valves in such away as to give different levels of priority to different concurrentcustomers. This feature could easily be set or changed according tofueling station owner preferences to provide various outcomes such asfair fill, first fill, preferred status, and full fill, each of which isexplained below. Other modes are also possible, including modes thatrequire control beyond the dispenser.

“First Fill” controls the valves such that the first customer to arrivegets greater flow so that their dispenser fills their vehicle as fast aspossible without reducing their fill rate due to other customersinitiating their filling procedure. Those customers not “first” couldshare an equal fill, or be prioritized by the order they started tofill, until the first is completed. Each customer in turn would getpriority in order of their beginning to fit This is accomplished byadding unique PLC control system logic that senses that two or morevehicles are fueling. The PLC then triggers the First Fill logic tolimit or stop the gas flow to any subsequent vehicles waiting in “queue”by modulating or closing their associated control valves. Once thepriority vehicle has completed filling, the logic allows the nextvehicle in queue to start or continue with fueling by modulating itsassociated control valve, while limiting any subsequent vehicle fuelingflows. This would accomplish a “first come, first serve” approach tovehicle fueling. One alternative uses time stamping in software logic toknow the order customers arrived.

“Fair Fill” provides that all concurrent customers share the availablestorage and compressor flow in such a way that each customer has aproportionally “fair” filling time. In other words there isproportionally fair flow going to all vehicles. The PLC control systemwould recognize that more than one vehicle is fueling and would modulateall control valves such that the gas flowing to all concurrent vehiclesis equal. As one vehicle completes filling, the PLC control system wouldmodulate all control valves to proportionally increase the flow to theremaining vehicles that are fueling. This would accomplish a “fairshare” approach to vehicle fueling by truly measuring the flow rate witha flow meter for each hose assembly, or approximately fair if using anyof the simpler valving methods described herein.

“Preferred Status” would allow customers who have a Preferred Status(such as a card or RFID tag) to get higher priority at their dispenserwith respect to other concurrent customers who do not have a PreferredStatus. The card or RFID tag may be electronically read at the dispenserlike a credit card. Once the Preferred Status card is read at thedispenser, the PLC control system modulates the control valves onnon-Preferred Status dispensers to limit their flow such that thePreferred Status customer receives the maximum available gas flow.Non-Preferred Status customers would still be able to start fueling, aslong as they do not reduce the flow to the Preferred Status customer.This feature could be used in conjunction with “Fair Fill” or “FirstFill” when non-Preferred Status customers are fueling. Preferred Statuscards would typically be utilized for station owners that are running afleet of trucks, but also provide CNG fueling for public use. Stationowner fleet vehicle drivers would be issued the Priority Status cardsfor better fueling times.

“Full Fill” uses one of a variety of modes described herein (or othersimilar modes) to insure a vehicle gets filled to its maximum pressureand thus maximum volume of CNG, without one vehicle affecting anothervehicle's ability to truly fill up. This fill scheme can be used inconjunction with other fill schemes.

An alternative that includes a configurable station has physicalvalve(s), or electrical switch(s), or software switch(s) used by astation manager/owner to select which of the features or above modes arebest for them or their customers in the coming days, weeks, or months.It can be easily changed or reconfigured as needed and as often as thestation manager, owner, or market dictates. Automatically changingconfigurations for a station could be done by a computer program in thecontroller automatically, or semi-automatically, to switch between themodes to optimize for any criteria: including time of day; number ofvehicles refueling; maximum volume output; station profits; minimumstation maintenance; user satisfaction; preferred customer satisfaction;preferred credit cards; or the like. It could also store this type ofinformation and suggest additional hardware for station optimization.The configuration could also be initiated from a remote location, suchas by using an internet connection.

Another aspect of the invention provides a heat exchanger or coolingfins before and/or after the CNG storage vessels to minimize thetemperature of the CNG before it is dispensed into the vehicle so itshrinks less in the vehicle and is dispensed more efficiently at a lowertemperature. This can be used in conjunction with the other aspects ofthe invention, or by itself.

Another aspect of the invention provides for improving laminar flow ofCNG within the dispenser, flexible filling hose, break-away fitting, andcheck valve nozzle by using oversized ports and oversized pipe fittingsto allow maximum possible flow well beyond the traditional 12 GGE(Cv=2.5-3.0) experienced in the prior art.

Additional flow benefits can be experienced by replacing traditionalvehicle receptacles and check valves with grossly oversized ports. Thiscan be used in conjunction with the other aspects of the invention, orby itself.

Another aspect of the invention provides for two or more hoses or two ormore dispensers simultaneously filling one vehicle. This would result ina CNG vehicle fill rate of 30-60 DGE. Preferably, this uses existing andreadily available dispensing hardware. For example, a device thatreceives two hoses could be disposed between the two dispenser hoses andthe tank to be filled. Or, the tank to be filled can have two fillinlets, or be comprised of two sub tanks. This can be used inconjunction with the other aspects of the invention, or by itself. FIG.1 shows a hose 1 and hose 2 filling a single vehicle tank.

Another aspect of the invention provides for installing a gas flowmeter, or other sensor to provide fill feedback information, such asweight, temperature, pressure, etc, on the dispenser or hose assembly todisplay DGE instead of traditional PSI (pounds/square inch) so thevehicle driver can better see what is getting put into the vehicle. Thisdoesn't change the flow rate, but helps the vehicle driver (or user orconsumer) understand how much has been filled. This can be used inconjunction with the other aspects of the invention, or by itself.

Using one or more of the above aspects of the invention should result inshorter fill times, and increased acceptance of CNG as a viable fuel forthe future, which in turn reduces air pollution and our dependence onthe oil industry.

FIG. 2 shows a dispenser that implements one embodiment. Hose/nozzles201 and 202 are used to fill different vehicles. Additional hoses can beused. Valves 204-210 can be selectively opened and closed to connecteach of nozzle/hose 201 and 202 to any of the three pipes coming fromthe priority panel, and thus to any of the storage tanks (low, mediumand high). In practice each storage tank may at one time or another bethe high tank, medium tank or low tank because they are preferably allfilled to the same pressure. However, as CNG is dispensed the pressurelowers and the compressor(s) cannot maintain the pressure. Meters 214and 216 are used to provide feedback (and information to the user, ifdesired). Meters 214 and 216 are flow meters in the preferredembodiment, but could be other sensors and provide other feedback inother embodiments. Valves 204 and 205 could be open/close valve,proportional valves, or pulsed valves depending on the desired fillschemes. If they are merely open or closed, then they apply the pressurefrom one of the storage tanks, and the flow is set by pressuredifferential. Proportional valves can open part way, and be opened toprovide any flow up to the maximum (fully open). Pulsed valves arepulsed on and off, and the flow is proportional to the maximum flowmultiplied by the percent time they are open (on time)/(on time plus offtime).

Each dispenser sub-station includes pipes, flexible hoses, nozzles, etc.Three storage tanks are shown. More or fewer tanks could be provided.Valves determine which storage tank is fluidly connected to whichdispensing hose. The fluid flows in a controllable fluid path from thetank to the hose. A controller controls the various valves and receivesthe feedback from the meters.

This invention may be used with other alternative fuels, including,biogas (natural gas created from a renewable source such as corn, animalwaste, garbage, or the like), LPG (propane) LNG (liquid natural gas),CNG (compressed natural gas), ANG (absorbed natural gas), Hydrogen20%+CNG 80% (hythane- or similar % blends), bio-methane, bio-CNG orbioCNG or Biocng, DME (diMethyl ether), hybrid-combo (combinations ofthe above and/or electric and/or petroleum products).

Data transfer utilizing ethernet or other multi-drop communicationsystems (wired or wireless) such as OLE, OPC, etc. can be providedbetween the controller, dispensers, valves, etc. One embodiment versionincludes communication with the priority panel. This allows a variety ofoperating modes for any of the devices to be used or selected.

The term “Queuing” (as in the queue) describes one fill scheme whereinwhen 3 vehicles are already filling and a fourth or fifth vehicle startsfilling, the last to arrive vehicles only receive CNG from the “Low”pressure storage tank.

One embodiment provides for a configurable station, wherein a valve orswitch, or a user interface allows someone such as the station managerto select which of the features or modes described will be used at anygiven time. It can be easily changed or reconfigured as needed and asoften as the station manager dictates. The configurable station can beconfigured by a computer program to automatically switch between variousembodiments to optimize for any of the following criteria: time of day;number of vehicles refueling; maximum volume output; station profits;minimum station maintenance; user satisfaction; preferred customersatisfaction; preferred credit cards; or the like. It could also storethis type of information and suggest additional hardware for stationoptimization.

Another embodiment preferably monitors the rate of change of pressure,instead of monitoring the flow rate at the dispenser or at any otherlocation in the flow path. Once the storage tank and the vehicle come toequilibrium, the storage vessel is no longer able to provide any benefitto the process, and actually becomes a hindrance in filling the vehiclequickly. This condition can be detected by monitoring the pressure.Specifically, when the monitored pressure passes the perigee (lowestpoint), the storage tank in use no longer can fill the vehicle, and thesystem should switch the dispenser/vehicle to a different storage tank.The slope (rate of change) of the pressure can be monitored, and whenthe slope approaches or reaches zero, the controller switches to a newtank. FIG. 3 is a graph showing “PRESSURE” on the vertical axis and“TIME” on the horizontal axis, to illustrate why there is a switchingpoint, and where it should occur.

FIG. 3 shows the pressure of one storage vessel, as it delivers its fuelto the vehicle. There is a steep negative slope as the vessel deliversits fuel to the vehicle. Once the vessel pressure and the vehiclepressure are equal, the vessel is no longer able to provide much benefitto the process, and actually becomes a hindrance in filling the vehiclequickly. However, because one or more compressors are running, thedispenser might be satisfied to remain connected to that bank. Thisprevents the timely switching between banks (and vehicles), and preventsthe queue from moving. Thus, rather than switching tanks at a setpressure point, the switch is made when the tank is no longer able tofill the vehicle, or no longer able to fill it at a desired rate.

Another embodiment provides for monitoring the slope of the pressurealong with the flowrate threshold method to provide an “either or”method which is more reliable than using flow rate alone. The pressuredata could be used in raw form, or modified by averages to smooth theslope out (removing the ripple seen later in the curve from the cyclingof the compressors). The “pressure slope” switching threshold could beused as a fixed point, or as the time spent in a “window”, to make theswitch point more immune to ripple or noise. For instance, if the slopeis between 5 and 80 for a period of 10 seconds, then (regardless offlow) that hose would be instructed to switch to the next higher bank.These window values and timer values can either be fixed, or settableparameters which could customize the “pressure slope switch point” toeach individual site.

One embodiment calls for improved dispenser communication with the user,such as providing messages along the lines of “Pause”; “Please Wait”;“Limited Flow”. “Pause” message is used while CNG flow stops to switchto a different storage tank. “Please Wait” message is used at thedispenser while the gas flow is diverted away from their dispenser to adifferent dispenser. The diversion can be initiated by the dispenser orthe priority panel in accordance with the desired fill scheme. The“Limited Flow” message is used to explain to the user why ifs takingunusually longer than expected to fill their vehicle that day.

A gas flow meter (volume per unit time) is preferably provided at thedispenser or hose assembly to improve customer perception of amount ofgas they are getting. Prior art gauges showing units in psi (pounds persquare inch of pressure) along with price per GGE can be confusing, andcan fail to properly account for gas temperature.

The CNG fill rate can be improved using the schemes and designsdescribed herein. For example, heat exchanger fins on the storagevessels or gas lines help cool the gas faster and help minimize gasshrinkage after CNG is in the user's vehicle. Improved laminar flow ofgas by using larger internal port dimensions or less disruptive valvesin the dispenser nozzle and hose assembly can increase flow from 12 GGEup to about 30 GGE with one hose. Allowing and encouraging a user tofill their vehicle with two hoses simultaneously by adding specialvalves and/or ports (FIG. 1) can double the flow rate into the vehicle.

Improved “laminar flow” or “constant flow through hose assembly” of gasis preferably implemented with larger internal port dimensions in thedispenser nozzle and hose assembly to increase flow from today's typical12 GGE up to and beyond 30 GGE (Gasoline Gallon Equivalent) with onehose, and by using less disruptive safety check valves. The prior artdesign and size is similar to diesel nozzles, but in matching the outerdimensions the inner port dimensions suffered and were minimized Theinternal port orifice size at the break-away hose safety feature and atthe nozzle valve safety feature is a limiting bottleneck for increasingflow. The safety features requires the dispenser to recognize a backpressure from a vehicle of at set amount (typically 100-300 psi) toinsure a vehicle is truly connected before CNG flow is allowed down thehose to the nozzle and to the vehicle.

Prior art designs follow international standards such as ISO14469-1:2004(E) section 5, 6, and 7. The orifice diameter is 7.8 mm(0.31″) plus further flow restrictions from a spring loaded safetyclosing device. The deceiving outer dimensions of these receptaclemating parts and related rubber hose gives the impression the insidediameters are close to 25 mm (1.00″) but they have 2-3 critical flowrestriction points that cause the gas to slow down, become turbulent,heat up greatly, and cause a bottle-neck for the entire refuelingstation. By eliminating these restrictions in the hose assembly the flowto the vehicle can be increased by 2-3 times prior art rates.

The receptacle on the vehicle could also be replaced with a part havinglarger inside diameter to help optimize maximum flow potential.Sub-components preferably have a larger inside diameter and resultinglarger outside dimensions. The spring loaded check valve is also part ofthe flow problem because as the dispenser gas pressure approaches thevehicle tank pressure there is a smaller pressure differential whichcauses the check valve to start closing long before the refueling iscomplete. Other check valves may be used (see the description of FIG. 24below), or a spring valve that does not close prematurely may be used.

One embodiment of a nozzle includes a nozzle assembly that has one ormore motors, electric solenoids, pneumatic actuators, physical manualmotions of a lever, or the like to sequentially lock mating partstogether; then confirm back pressure from vehicle is present; then openand hold safety check valve wide open; and then allow full flow throughhose assembly. The process would be automatically reversed before thenozzle is unlocked from vehicle. The nozzle preferably has an outwardlysimilar lever for the operator to use but inside would incorporatestepped logic functions (see the description of FIG. 23 below).Redundancy could increase safety level.

A station that can implement various fill schemes is shown in FIG. 5,and includes proportional control valves 501-503. Three lines 504-506are provided between priority panel 507 and dispenser 407, and each lineincludes one of control valves 501-503. Each line is connectable to oneof storage tanks 401-403 by priority panel 507. By proportionatelyopening the valves, the flow rate may be controlled. More than 3pressure vessels could be used. Three valves cannot control how manyvehicles are feeding off each line so additional communication with thedispensers could be provided to aid in implementing the desired fillscheme, as in embodiments described below. Alternatively, valves 501-503could be pulsed as described below with respect to other valves.

FIG. 6 shows prior art valves 601-603 in the priority panel. However,the prior art merely turned these valves on or off. One embodiment callsfor pulse width modulating these valves to simulate proportional valves.Proportional control valves can be simulated by pulsing the existingon/off solenoid valve in such a way as to provide a desired flow rate.Proportional control valves can also be simulated by utilizing parallelsolenoid valves, flow controls, or flow restrictors to achieve a desirednet flow rate downstream. Valves 701-706 in FIG. 7 are parallel valvesthat can simulate proportional control. Each parallel valve can increasethe number of possible flow rates. These alternatives may be lower costthan proportional valves.

FIG. 8 shows another arrangement with valves 801-803 located neardispenser 407, wherein they are in a flow path that includes onlydispenser 407. Other dispensers have similar valves associatedtherewith. Valves 801-803 are proportional valves, but can be pulsedvalves or parallel valves in alternative arrangements.

FIG. 9 shows another arrangement with proportional valves 901 and 902inside dispenser 407. There are two nozzles for dispenser 407, and eachnozzle has a proportional valve associated therewith can be used (eitherprovided by dispenser manufacturer or add-ons) to control flow uniquelyto each of the 2 hose/nozzle assemblies. FIG. 10 shows a similararrangement, but valves 901 and 902 are located between the dispensersand each of the 2 hose assemblies. Valves 901 and 902 are pulsed valvesor parallel valves in alternative arrangements. FIG. 11 shows on/offvalves 1101 and 1102 in parallel.

FIG. 12 shows a system with parallel valves, in dispenser 407. Twocommunication links 1201 and 1202 provide a direct connection forcommunicating between the controller and the valves and/or sensors.Alternatives use wireless communication, or other hard wired networkprotocols. FIG. 13 shows a system with an ethernet 1301 forcommunicating between the controller (located in priority panel 507) andthe valves and/or sensors. Alternatives use wireless ethernet, or otherhard wired network protocols.

Ethernet type communications are preferably used between the controllerand all pumps and for all filling hoses. Some embodiments includecommunication with the priority station. This would easily allow avariety of operating modes for any of the devices to be used orselected. This could also trigger a dispenser to display a “wait”message to the user (either from other dispensers or from the prioritystation). The dispensers can share a block of memory, which shows whatbank each hose is pulling from, and when that hose switched to it(First-In-First-Out). If a bank is currently “in use” by a hose, then noother hose is allowed to switch to it until their pressures are equal.At that point, the two vehicles could fill together, or (if the nextbank is free) the first vehicle gets bumped up to the next bank. Thecontroller can be centrally located (remote or nearby), or distributedamongst the various dispensers/pumps.

Other types of communication protocol methods that could be used insteadof Ethernet include: Internet of things (lot); wireless; USB universalserial bus; firewire; MIDI; eSATA; thunderbolt; http protocol; R5232 orR5422 serial communication; or the like. The selected protocol shouldpreferably have robust performance where there is potential risk ofinterference from nearby motors, engines, and magnetic fields.

As an example of implementing a fill scheme, if a priority fill iscalled for by the controller (in response to a priority customer beingidentified) then the priority vehicle would be kicked up to the nextbank or tank before any other hose, even if they were not next in line.The dispenser would not terminate a sale even if they were put “onhold”, even if there was no flow. In this way every vehicle would get afull fill and would get fuel as rapidly as possible. The dispensers keeptrack of the queue and regulate what order the vehicles fill. Thisimplements a distributed control system.

Whatever control scheme and arrangement of valves, etc. is used, careshould be taken that any dispenser or priority controllers do not“fight” with the controllers described herein. The dispenser low banksolenoid valve could be moved to the actual low bank line and not use itas only the ESD valve.

FIG. 14 shows a system where the customer at dispenser 407 has priority,and the valves in priority panel 507 are controlled to provide dispenser407 with the high flow rate (from the highest pressure tank 401). Thetanks are called high, medium and low, but in practice, any one may bethe highest pressure tank, and as a tank is drained, the high pressuretank can become the medium or low pressure tank. The controller canmonitor pressure and adjust valves to connect whichever tank has thehighest pressure to the desired dispenser, and change the valves asneeded to maintain the desired priority. The medium pressure tank isconnected to provide gas to dispenser 409.

FIG. 15 shows an embodiment where there are three sets of parallelstorage tanks (401-403 and 1501-1503). Two parallel tanks are shown, butmore than two could be used. Parallel tanks give greater capacity.Valves could be used, but are not required, to make the second tank “ondemand.”

FIG. 16 shows a preferred embodiment with a buffer tank 1601. Valves1603-1605 controllably connect storage tanks 401-403 to buffer tank1601. Buffer tank 1601 provides additional gas at a desired pressure toor from any of tanks 401-403 by controlling valves 1603-1605. The gasfrom tank 1601 can replenish tanks 401-403 faster than possible usingonly a compressor. Controllable valves 1610-1613 in dispenser 407 allowthe fill rate at dispenser 407 to be controlled. Dispenser 409 (andother dispensers not shown) can have similar valves. Ethernet 1301provides communication between dispensers 407 and 409 (and the valvestherein), and priority panel 507.

FIGS. 17A, 17B, 17C, 17D, 17E, and 17F show various parallel valvearrangements. These arrangements could be used in any of the parallelvalve alternatives, and/or in combination with pulsed valves. By mixingand matching various valves, different flow rates could be available.Valves 1701 are preferably electric solenoid actuated on/off valves.Flow restrictors 1703 can have a fixed flow or can be manually adjusted.

FIG. 18 shows a dispenser similar to that of FIG. 2, but implementingthe flow control with parallel valves.

FIG. 19 illustrates queuing vehicles. A dispenser 1903 has hoses 1 and2, and a dispenser 1905 has hoses 3 and 4. A communication link 1907communicates with the dispensers, and time stamps when a vehicle isconnected to a hose. The controller uses the time stamp to make surethat fill rates consistent with the chosen fill scheme are provided,based on which vehicles entered the queue first. For example, in onefirst fill control scheme, when 3 vehicles are already filling (at a 3storage tank station) and a fourth or fifth vehicle starts filling thenvalves are controlled such that the fourth and/or fifth vehicle receiveCNG from the “Low” pressure storage tank until they become the 3rdconnected vehicle to arrive (i.e., earlier arriving other vehicles arefilled). This scheme provides that there is never more than one vehicleconnected to the “High” tank. There is never more than one vehicleconnected to the “Medium” tank. This will help reduce the chance of avehicle getting cut-off prior to being completely full (3600 psi at 70degrees F. is considered a Full Fill). One way to implement this mode isusing 3 valves (on High, Med, and Low supply lines) prior to eachdispenser to minimize changes within standard dispensers.

An alternative for queuing includes additional communication between thestorage vessel control panel and each dispenser using control wiring orEthernet so 3 extra valves are not needed before each dispenser. Thefourth and later vehicles can be given limited flow and/or get no flow,in various alternative first fill schemes. In this scenario, each of the3 storage tanks could be exclusively filling 1 desired vehicle at a timeby holding existing dispenser valves closed for desired hoses. Anotheralternative provides, instead of the usual three storage tanks, fivestorage tanks doing “queuing” where the High, Med-High, Med, Med-Low,and Low tanks simultaneously supply gas to their one specific vehicle.Here five underground lines are required from the priority panel to eachdispenser. Custom dispensers could be used or standard dispensers couldbe used with valving for five lines provided to the three standardinlets. Variations could use 4, 5, 6, etc. number of storage tanks.Another alternative provides a storage matrix that has numerous ways toconnect numerous storage tanks to numerous vehicles, such as shown inFIG. 20. The connection scheme could vary depending on various factors.

An extra or fourth storage tank could be used to simply double theeffective size of the “High” tank volume. Similarly a fifth storage tankcould be used to double the effective size of the “Medium” tank.Similarly a sixth tank could be added for the “Low” tank. The tanks canbe permanently piped. FIG. 20 shows a storage matrix, where extra tanks2001-2006 are controllably connected to storage tanks 401-403, toreplenish tanks 401-403 faster than would be possible using only acompressor.

FIG. 21 shows an implementation with proportional valves 2101 (there are6 valves-one per line—in one embodiment). Valves 2101 can regulate flowto each vehicle simultaneously, and could be located at the dispenser,at the priority panel, or therebetween.

FIG. 22 shows a perspective view of a CNG station that includes gasdryer 410, compressors 412 and 412A, controller 2201, priority panel507, and a dispenser 407. The various components could be in accordancewith any of the embodiments described herein.

FIG. 23 shows a dispensing nozzle with a four position actuator lever2301 (or activating mechanism). Moving lever 2301 through variouspositions completes operations needed to dispense CNG. Lever 2301simplifies the process relative to prior art nozzles. Lever 2301 startsin the home position (1) and the nozzle is inserted into the vehicle tobe filled. Then, lever 2301 is moved along a path or track 2303 to aposition 2. The action of moving lever 2301 to position 2 causes thenozzle to be locked to the vehicle. Then, lever 2301 is moved in a newdirection along path or track 2303 to a position 3. The movement oflever 2301 to position 3 causes a vent to open. Lever 2301 is then movedto position 4 causing a safety check valve to open and gas can fill thevehicle tank. When fueling is completed lever 2301 is moved pastposition 3 to close the safety check valve. Then, lever 2301 is moved toposition 2 to vent the nozzle, and then moved to position 1 to unlockthe nozzle from the vehicle.

FIG. 24 shows a non-contact check valve that can be used in the vehiclebeing filled or used in the dispenser. The valve produces very littleturbulence and thus little heating of CNG as the gas flows through thevalves. Prior art check valves often include corners and sharp bendsthat result in turbulence, which heats and expands CNG, and slows thefueling rate. Check valve 2400 includes an air foil shaped stop 2401,shown in the open position in FIG. 24. CNG flows around foil 2401, asshown by the arrows. The flow path is smooth with gentle changes indirection to reduce turbulence. The closed position 2507 is shown withdashed line. Guides 2405 and 2406 at either end of foil 2401 aresupported by bearings 2403 and 2404. Bearings 2403 and 2404 maintainfoil 2401 in its desired orientation (the center of the gas flow path).Guides 2405 and 2506 slide through bearings 2403 and 2404 as foil 2401moves between the open and closed positions. Bearings 2403 and 2404 arepreferably supported by three struts so as to reduce turbulence. More orfewer struts can be used. One alternative provides for guides 2405 and2406 to be magnetic, with magnets in the hose supporting the guides toholding foil 2401 in the center of the flow path. This embodimentprovides even less turbulence.

Foil 2401 can be biased in the closed position (if so desired) using aspring, gravity, back pressure, or magnets (near the upstream end offoil 2401 and where the hose widens. Foil 2401 moves from the closed tothe open position when greater pressure is applied at the upstream end,thus allowing laminar gas flow around the foil in a low turbulence path.Check valve 2400 is preferably in the flow path from CNG source to thevehicle tank to be filled. It can be part of the vehicle, or part of thedispenser.

Before fueling begins, the CNG source is closed off (using an upstreamvalve). The nozzle is locked to the vehicle, and valve 2400 is closed(2507), either from a bias or because pressure from the vehicle tank isgreater than the upstream pressure (with the upstream valve closed).Then, the upstream valve opens, and the gas pressure moves foil 2401 tothe open position (shown in FIG. 24), and there is laminar gas flowaround foil 2401. When the fueling is over (by pressures being equal orby shutting off an upstream valve) the bias forces foil 2401 back to theclosed position. The bias can be gravity, magnetic, spring, or any otherbias.

FIG. 25 shows a controller 2500 used to implement the fill schemesdescribed above (or other fill schemes). Feedback is provided on anydesired number of data inputs. The embodiment of FIG. 25 includespressure feedback, volume feedback, temperature feedback, and otherfeedback, such as audible noise from gas flow, etc. Any desired feedbackmay be used, and it may be obtained from one or more locations asdescribed above. The feedback is provided on communication lines2501-2509 to a data module 2510. Data module 2510 receives that data andprovides it as needed to various fill scheme modules 2512-2514. Theembodiment shown includes three fill scheme modules: fill scheme module2512 provides a fair or even fill scheme, fill scheme module 2513provides a first fill scheme, and fill scheme module 2514 provides apreferred fill scheme. Additional fill scheme modules may be provided asdesired. A select module 2511 receives a user input that determineswhich fill scheme module is active, and provides a signal activatingthat module. The active fill scheme module (or modules if more than oneis active) provides control signals though a communication module 2515on lines V1-V4 that control various valves. Additional control outputscan be provided. Also, data such as usage, which control scheme moduleis active, etc. can be provided by module 2515 to the user, stationmanager, or an offsite location. Controller 2500 is located in onelocation in one alternative, distributed amongst dispensers, in another,and in other locations in other alternatives.

Various aspects of the fill schemes and alternatives described hereincould be implemented below to derive multiple benefits.

Glossary—the following terms used herein have the meaning set forthbelow:

Activating mechanism refers to a mechanism that causes an action tooccur, such as a lever, button, slide, etc.

Communication link refers to a link that allows data or commandcommunication, and includes wired and wireless links.

CNG refers to compressed natural gas.

CNG station includes dispensers that can concurrently fill one or morevehicle tanks, storage tanks, tube trailers and other vessels anddevices with CNG or other gaseous fuel, similar to a gas station that atwhich multiple vehicle tanks can be filled with gasoline or diesel fuel,and includes CNG compression stations; storage tanks; priority station;and dispensers.

Controllable fluid communication refers to a fluid path that can becontrolled, such as opened, closed, or regulated.

Controller, as used herein, refers to the hardware and software thatcontrols one or more dispensers. A controller can be centrally located,or dispersed amongst several locations, and can be located nearby orremotely.

Dispenser (or gas fuel dispenser) refers to a device used by vehicledriver to refill their vehicle with CNG or other gaseous fuel.

Dispensing sub-station refers to the components used to fill a vehicletank with CNG or other gaseous fuel, similar to a gas pump and therelated pipes, valves, meters, controllers, etc. used to fill a vehicletank with gasoline and fuel.

Fill scheme or fill control scheme refers to the logic used to determinethe control of valves such that a desired fill rate for each of one orseveral vehicles is obtained.

Fill scheme module or flow control module refers to software andhardware in a controller used to implement a fill scheme. A module isactive when the fill scheme of that mode is used to control thefiltrate.

Fitting refers to the hardware and/or controller used to effectivelycombine two or more fluid flow paths to fill one vehicle tank.

High, Med, Low tanks refer to the 3 storage tanks used for storing CNGor other gaseous fuel until it is needed. At times all 3 may be up to5000 psi but during busy times the tanks become depleted. If minimumtarget pressures are reached it triggers the compressor(s) to turn on torefill the tanks.

Hose assembly refers to assembly of components including hose,break-away, and nozzle which connects to a vehicle for refueling.

Priority panel refers to a cabinet, enclosure or other structure used tomount a series of valves and instruments to divert the gas flow from oneor more compressor unit(s) to one or more storage vessel(s) and one ormore dispenser(s). It can include a portion or all of the controller, orthe controller can be located elsewhere.

Proportional valve: a valve whose flow is controlled proportionally toan analog or digital signal sent to the valve.

Storage vessels refers to vessels to store CNG or other gaseous fuel,and are also called pressure vessels or CNG tanks or banks.

Vehicle refers to any type of mobile device that has the ability to holdgaseous fuel, including cars, trucks, tube trailers, constructionvehicles, etc.

Vehicle operator refers to anyone who operates a vehicle.

Numerous modifications may be made to the present disclosure which stillfall within the intended scope hereof. Thus, it should be apparent thatthere has been provided a method and apparatus for a refueling with CNGthat fully satisfies the objectives and advantages set forth above.Although the disclosure has been described by specific embodimentsthereof, it is evident that many alternatives, modifications andvariations will be apparent to those skilled in the art. Accordingly,the invention is intended to embrace all such alternatives,modifications and variations that fall within the spirit and broad scopeof the appended claims.

What is claimed is:
 1. A gaseous fuel dispenser for filling vehicletanks with fuel, comprising: a first connection for connecting to afirst storage vessel of a plurality of storage vessels; a dispensinghose; a first control valve; a first gas flow path that includes thefirst connection, the first control valve, and the dispensing hose; acontroller, connected to receive first feedback indicative of a fillingparameter from the first gas flow path, and connected to provide a firstcontrol signal to the first control valve to implement a desired fillscheme.
 2. The gaseous fuel dispenser of claim 1, further comprising: asecond connection for connecting to a second storage vessel of theplurality of storage vessels; a second control valve; and a second gasflow path that includes the second connection, the second control valve,and the dispensing hose; wherein the controller is further connected toreceive feedback indicative of a filling parameter from the second gasflow path, and connected to provide a second control signal to thesecond control valve to implement the desired fill scheme.
 3. Thegaseous fuel dispenser of claim 2, wherein the controller includes atleast two fill scheme modules.
 4. The gaseous fuel dispenser of claim 2,wherein the dispensing hose is used to fill a first vehicle tank, andwherein the desired fill scheme includes controlling flow of gaseousfuel through the dispensing hose by at least one of the first and secondcontrol signals as a function of whether one or more other vehicle tanksare concurrently being filled from the plurality of storage vessels, andfurther as a function of priority in order of which vehicle tanks beganto fill first.
 5. The gaseous fuel dispenser of claim 4, wherein thecontroller is also configured to implement a second fill schemedifferent from the preferred fill scheme, the second fill scheme fillingthe first vehicle tank as a function of equalizing fill rates of allsuch vehicle tanks being concurrently filled.
 6. The gaseous fueldispenser of claim 5, wherein the controller is also configured toimplement a third fill scheme different from the preferred fill schemeand the second fill scheme, the third fill scheme filling the firstvehicle tank as a function of whether any such vehicle tanks beingconcurrently filled have a preferred status.
 7. The gaseous fueldispenser of claim 2, wherein the dispensing hose is used to fill afirst vehicle tank, and wherein the desired fill scheme includescontrolling flow of gaseous fuel through the dispensing hose by at leastone of the first and second control signals as a function of whether oneor more other vehicle tanks are concurrently being filled from theplurality of storage vessels, and further as a function of equalizingfill rates of all such vehicle tanks being concurrently filled.
 8. Thegaseous fuel dispenser of claim 2, wherein the dispensing hose is usedto fill a first vehicle tank, and wherein the desired fill schemeincludes controlling flow of gaseous fuel through the dispensing hose byat least one of the first and second control signals as a function ofwhether one or more other vehicle tanks are concurrently being filledfrom the plurality of storage vessels, and further as a function ofwhether any such vehicle tanks being concurrently filled have apreferred status.
 9. The gaseous fuel dispenser of claim 1, furthercomprising: a nozzle coupled to the dispensing hose, the nozzle having amanual activation mechanism for enabling fuel flow.
 10. The gaseous fueldispenser of claim 9, wherein the manual activation mechanism has atleast three operating positions.
 11. The gaseous fuel dispenser of claim10, wherein each of the at least three operating positions has at leastone unique function associated therewith, and wherein fuel flow is notenabled unless each function is performed in a defined sequence.
 12. Thegaseous fuel dispenser of claim 11, wherein the nozzle includes alocking mechanism and a valve.
 13. The gaseous fuel dispenser of claim12, wherein the at least three operating positions includes a firstoperating position which activates the locking mechanism, and a secondoperating position that opens the valve.
 14. The gaseous fuel dispenserof claim 13, wherein the second operating position cannot be accessedbefore the first operating position.
 15. The gaseous fuel dispenser ofclaim 9, wherein the manual activation mechanism comprises a leverconstrained to move along a path.
 16. The gaseous fuel dispenser ofclaim 15, wherein the path includes at least two changes of direction.17. The gaseous fuel dispenser of claim 9, further comprising: a checkvalve coupled to the dispensing hose, the check valve including an airfoil having a closed position and an open position.
 18. The gaseous fueldispenser of claim 1, further comprising: a check valve coupled to thedispensing hose, the check valve including an air foil having a closedposition and an open position.
 19. The gaseous fuel dispenser of claim18, wherein the check valve is configured such that a pressure greateron a first side of the air foil than on a second side of the air foilcauses the valve to move and remain in an open position.
 20. The gaseousfuel dispenser of claim 19, wherein the check valve includes a guide tomaintain the air foil in a desired position with respect to gas flowpast the air foil.